Complete project
Contenido
El Plan de autopistas urbanas contemplaba nueve trazados en total. Algunos eran adecuaciones de avenidas ya existentes, como la Avenida Perito Moreno"), Avenida 9 de Julio, la Avenida General Paz o la Avenida 27 de Febrero "Avenida 27 de Febrero (Buenos Aires)"), pero otros unían puntos mediante curvas que interrumpían varias manzanas, o rectas que corrían entre dos calles por medio de una línea de manzanas edificadas, como la Autopista 25 de Mayo.
AU1 May 25
It would start from the intersection of San Juan and Ingeniero Huergo avenues, where it would connect with the AU2 Costanera, heading west parallel to the first, interconnecting with the AU3 Central at Sánchez de Loria street and crossing Chacabuco Park to turn southwest alongside Avenida del Trabajo "Avenida Eva Perón (Buenos Aires)"). In the Plaza de los Virreyes it would connect with the AU7 Occidental, and then the AU6 Perito Moreno would open to the northwest. The 25 de Mayo highway would lead to Avenida Dellepiane, an expressway built in 1948.
On June 10, 1977, the international tender was held for companies interested in the construction, maintenance and operation of this highway, together with the AU6 - Perito Moreno. On January 2, 1978, the contract was finally awarded to a consortium of Spanish-Argentine companies called Autopistas Urbanas Sociedad Anónima (AUSA). The work also included the construction (under the 25 de Mayo Highway viaduct) of a 3 km section of the subway line E, with the aim of extending its route to the Plaza de los Virreyes.
Construction began on November 2, 1978 and, unlike the AU-6, the works for this highway meant the expropriation of numerous lands along the planned route, with the delivery of housing credits to the owners, and the use of force for those who refused to give up their homes. The choice of the viaduct method adopted for most of the route provoked complaints from numerous residents and urban planners. Various public spaces were also affected, such as Plaza Martín Fierro and Parque Chacabuco.
The AU-1 was finally inaugurated on December 6, 1980, with a toll at its junction with Dellepiane Avenue.
AU2 Coastal
It would form a ring road next to AU4 Avenida General Paz. Its southwestern end would be found at the Puente de la Noria, heading northeast on Avenida 27 de Febrero, on the edge of the Riachuelo. At Avenida Lafuente it would connect with the Western AU7, and at the Alsina Bridge with the Central AU3. It would continue along the banks of the Riachuelo, crossing the AU9 9 de Julio at the Pueyrredón Bridge. There it would be placed on Avenida Pedro de Mendoza") until Vuelta de Rocha, from where it would turn north to align with Avenida Ingeniero Huergo and its continuations Eduardo Madero and Antártida Argentina until passing over the land next to the Retiro railway station, where the Bus Terminal would be located. There it would connect with the AU9 or AV1 9 de Julio Norte, and it would turn northwest over the railway beach until lead to Intendente Cantilo and Leopoldo Lugones avenues, through which it would connect again with General Paz Avenue. At the Jorge Newbery Airport, it would link with the AU5 Transversal.
This work did not record progress during the military period, except for the connecting bridge between General Paz and Cantilo avenues, inaugurated in 1978, as part of what would be the distributor of the AU-4 (General Paz Avenue), AU-2 highways and its continuation towards the Tigre district, which ultimately never materialized.
The AU-2 project gained momentum again in the 1990s. The city government brought together Lugones and Cantilo Avenues, along with the projected interconnection viaduct with Avenida 9 de Julio (AV1 9 de Julio Norte), into a single package called Autopista Illia, which was concessioned to the company COVIMET. On May 16, 1996, Mayor Jorge Domínguez was able to inaugurate the viaduct that, starting from Arroyo Street, passed over the tracks of the three railway lines that depart from Retiro. The new viaduct also crossed the entirety of town 31 to finally connect with Lugones Avenue, whose only level crossing (on La Pampa Street) was eliminated and in its replacement the Scalabrini Ortiz Distributor was built, a few meters away. However, the presence of the Metropolitan Aeroparque delayed the connection of Avenida Cantilo: the viaduct only reached the intersection of Jerónimo Salguero Street, where motorists had to get off to continue along Avenida Costanera and finally return to Avenida Cantilo.
At the beginning of the '90s, the National State also renegotiated the contract for the Buenos Aires - La Plata Highway, which had been awarded since 1981 to the Argentine-Spanish Road Concessionaire (Coviares). Thus, on July 1, 1995, the Buenos Aires - Quilmes section was opened to traffic, starting from the interchange with the 25 de Mayo Highway (AU-1). As part of the contract, the company was also in charge of the construction of the section called "Autopista Ribereña", a viaduct that would join the interchanges of the 25 de Mayo and Arturo Illia Highways, thus closing the North-South road connectivity axis.
However, the project threatened to isolate the brand new neighborhood of Puerto Madero and several voices were raised to reject it. Mayor Jorge Domínguez tried to manage the conversion of the project into a "landscaped avenue", a solution similar to the one adopted in the Saavedra neighborhood for the former AU-3. However, the most viable project was to build the highway in a trench or tunnel, although this solution was also discarded due to its excessive cost. As no conclusion was reached, this section was never built.
Meanwhile, the work to connect the 9 de Julio Viaduct with Cantilo Avenue was only resumed in 2004, advancing at a slow pace, because it required the readjustment of the KDT Park and the shifting of the Belgrano Norte Railway tracks. Adding to the complexity of the work were disputes and misunderstandings between the national and city governments.
In June 2014, the section of highway between said tunnel and Av. Cantilo.[4].
Finally, the connection between the 25 de Mayo and Buenos Aires-La Plata highways with the Illia highway, Puerto Nuevo and the Retiro Bus Terminal began construction in 2017 and was inaugurated in May 2019 under the name Paseo del Bajo.
AU3 Central
It was one of the most controversial projects of the Urban Highway Plan. According to one of its probable routes, it would start from the Alsina Bridge in a link with the AV2 Costanera (Av. 27 de Febrero), with a planned continuation in the South Access project. Another version located its southern head at the intersection of Lavardén streets and the future AV2 Costanera. In both projects it would head north along Sánchez de Loria Street, connecting with the AU1 25 de Mayo by crossing San Juan Avenue. Upon crossing the Sarmiento Railway tracks, it would turn northwest to reach Humahuaca Street, continuing in a northeasterly direction next to Jufré Street and then Córdoba Avenue, connecting with the AU5 Transversal when crossing Humboldt Street. Continuing along Giribone Street, it would turn northeast to be placed next to Donado Street, until it ends at the North Access, part of the Pan-American Highway.
Despite the complaints of the affected neighbors, the Municipality manages to vacate some 800 properties through the compensation system, as a prior step to releasing the layout. The expropriations began from Saavedra (Panamericana and Gral. Paz) towards Nueva Pompeya. For this reason, the largest number of expropriated houses was concentrated in the north: between Congreso and Juan B. Justo avenues, for example, 713 homes were vacated.
However, the economic and political situation became adverse to the government and in 1982 the demolitions on the AU-3 route were halted. By then, the route between Avenida General Paz and Avenida Congreso was completely cleared and the section to Avenida de los Incas was partially demolished. Due to this measure, many properties from Chacarita to Riachuelo are saved from expropriation, but it generates a pole of conflict in the neighborhoods of Saavedra, Coghlan and Belgrano, since a large part of the unoccupied houses were abandoned and ended up being usurped.
Years later, in 1994, as part of the concession contracts, the intention to extend the Pan-American route through an elevated highway to Congress Avenue was announced. However, the neighbors are strictly opposed and Mayor Jorge Domínguez proposes instead the construction of a quick access avenue, covering almost the entire vacant space between Holmberg and Donado streets.
During Fernando De la Rúa's administration, in response to the neighbors' demands, the expressway project was modified again, incorporating a side street for local traffic (separated from the expressway) and other modifications that tended to privilege green spaces. The neighbors were satisfied and the construction of the work was carried out between 1997 and 1998, constituting the current Roberto Goyeneche Avenue.
Some time later, during the administration of Aníbal Ibarra, a project was developed to extend said avenue to the intersection of Álvarez Thomas and Av. de los Incas, taking advantage of the fact that a large part of the blocks were already half demolished. The new section of the avenue would have a tunnel under the Miter Railway tracks.
AU4 General Paz
Basically, it was an adaptation of the ring road of the city of Buenos Aires, eliminating its intersection roundabouts, replacing them with bridges and accesses at different levels.
General Paz had been projected as a rapid transit Park Avenue and its construction had extended between 1937 and 1941. Originally, only crossings had been made at different levels for their intersection with railway lines or large radial arteries, except for the crossings with Juan Bautista Alberdi, Constituciónntes and Blandengues avenues (today Av. Libertador) where large roundabouts were built. For small and medium traffic crossings, roundabouts with an elongated design had been chosen in the direction of the new avenue, taking into account that this was minor traffic.
With the increase in the population of Greater Buenos Aires, the capacity of General Paz was overwhelmed, so it was decided to undertake new works. In 1969, the new distributors for the intersections of Constituciónntes, Del Libertador and Juan Bautista Alberdi avenues were inaugurated.
According to the 1976 Urban Highway Plan, General Paz Avenue would become AU-4. However, no major improvement works were carried out, except for the bridge that connects General Paz Avenue with Cantilo Avenue, inaugurated in 1978, by the National Highway Directorate. This construction was just a part of what would be the distributor of General Paz Avenue with the Coastal Highway (AU-2), which according to the plans of the time would continue towards the city of Tigre, although this ultimately never happened.
Only between 1996 and 1997, the concession company, Autopistas del Sol, carried out the necessary works to convert General Paz Avenue into a true highway without level crossings.
Furthermore, within the National Road route scheme, General Paz Avenue is part of National Route A001 "National Route A001 (Argentina)"), progressive kilometers 0 (beginning junction with Av. Lugones / Av. Cantilo) to 24.3 (La Noria bridge, Riachuelo, border with the province of Buenos Aires and Lomas de Zamora district).
The National Route A001 continues with the Southeast Access #Southeast_Access "National Route A001 (Argentina)") at progressive kilometer 40 (Bernal Triangle, Quilmes district) to kilometer 47 (height Debenedetti Street in the Avellaneda district), and also the Nicolás Avellaneda Bridge Viaduct. This National Route A001 between kilometers 24 (La Noria bridge) and 40 (Bernal Triangle) was not built.
AU5 Transverse
In a constant straight line in a southwest - northeast direction, close throughout its entire length to Avenida Juan B. Justo, it would start from a connection with the AU6 Perito Moreno on the Sarmiento Railway tracks, placing itself next to Magariños Cervantes Street. It would connect with the Western AU7 at Condarco Street, and continue to the Lagleyze Hospital), then joining Sunchales Street and its continuation Humboldt, connecting with the Central AU3 at Córdoba Avenue. Then, it would continue parallel to Intendente Bullrich Avenue, then crossing the Aeroparque lands and ending at the AU2 Costanera.
AU6 Perito Moreno
It would run along the layout of Perito Moreno Avenue"), from AU1 25 de Mayo to Rivadavia Avenue, connecting at Bragado Street with the AU8 to be placed on the Sarmiento Railway tracks, and then Juan B. Justo Avenue to lead to the West Access, at that time Gaona Avenue.
On the other hand, the southern section of Avenida Perito Moreno would be renovated, extending next to Avenida Iriarte and ending at the AU2 Costanera in La Boca. This southern sector was never completed and only the first section of this highway was completed, between the western access and the AU1 25 de Mayo.
On June 10, 1977, the international tender was held for companies interested in the construction, maintenance and operation of this highway, together with the AU1 - 25 de Mayo. On January 2, 1978, the contract was finally awarded to a consortium of Spanish-Argentine companies called Autopistas Urbanas Sociedad Anónima (AUSA).
Construction began on November 2, 1978 and was finally inaugurated on December 6, 1980, with a toll at the level of Avellaneda Park.
For that reason, the Western Access extended from Morón to Luján, while the route between Morón and the Federal Capital (9 km) was carried out through traffic lighted avenues, turning it into a bottleneck. Only in the 1990s was the construction of a highway undertaken to connect Camino de Cintura and General Paz Avenue. The construction of this new section lasted between 1996 and 1998. The interchange between the AU-6, General Paz Avenue and the West Access, went from having three levels to four, given the need to incorporate a greater number of access ramps. Work on the interchange was only completed in 1999.
AU7 Western
It would start from its intersection with AV2 (Av. 27 de Febrero), at the height of Avenida Lacarra, heading along the latter until turning northeast to connect with AU1 25 de Mayo in the Plaza de los Virreyes. From there it would join Avenida Varela and its continuation Bolivia, linking with the AU5 Transversal at Margariños Cervantes Street. It would cross the northeast of Buenos Aires in a straight line to then be placed on the Miter Railway tracks, leading to the AU4 - Avenida General Paz in the area of Avenida Albarellos.
The works for this highway began in 1980, with some viaducts in the Lacarra Avenue sector (Almirante Brown Park), however its execution was suspended in 1982, leaving these structures abandoned for almost two decades. In 1998, work restarted using the viaducts built during the 1980s, although in a shortened version of the project, going only from Avenida Dellepiane to Riachuelo. In 2000, the first section from Dellepiane Avenue to Roca Avenue was inaugurated and in 2002 the work was completed to Riachuelo, receiving at that time the name Cámpora Highway.
AU8
This short highway, 3 kilometers long, would run its entire length in a northeast-southwest direction, next to Tapalqué Street, between the AU6 Perito Moreno and AU4 General Paz highways. It was never built.
AU9 or AV1 July 9
These were two extensions, to the north and south, of the widest avenue in Buenos Aires.
In its northern section (AV1 9 de Julio Norte) the highway would be a continuation of Avenida 9 de Julio, crossing the railway tracks that leave from Retiro and then connecting with the AU2 Costanera next to the Bus Terminal.
On the south side (AV1 9 de Julio Sur), it would start from the intersection of Avenida 9 de Julio with Avenida San Juan, connecting with AU1 25 de Mayo. From there it would turn to be located next to General Hornos Street, until ending at the New Pueyrredón Bridge built in 1969, and interconnecting with AV2 (February 27).
Both sections would be built after the fall of the military government. At the end of the 1980s, the highway was opened to the south of Avenida San Juan, receiving the name Frondizi Highway in 2008.[6] Some time later, in 1995, the viaduct over the grid of railroad tracks was inaugurated as part of the Illia Highway.